Lubricator.



Patented Nov. 14, I899. L. KACZANDER.

LUBBICATOR (Apphcntlon led 2 Sheets-Sheet No Model) V 'wvq/ntoz;

eapoldlfaeyaiuln M Wm N0. 637,0Ul. Patented Nov. 14, I899. L. KACZANDER.

LUBRICATUR.

' ti e 1 UNITED STATES PATENT OFFICE.

LEOPOLD KACZANDER, OF NEW YORK, N. Y., ASSIGNOR TO THE NATHAN MANUFACTURING COMPANY, OF SAME PLACE.

LU BRICATOR.

SPECIFICATION forming part of Letters Patent No. 637,001, dated November 14, 1899.

1 Application filed July 1, 1899. Serial No. 722,554. (No model.)

To all whom it may concern.-

Be it known that I, LEOPOLD KACZANDER, a citizen of the United States, and a resident of New York city, in the county and State of 5 New York, have invented a new and useful Iinprovementin Lubricators, of which the following is a specification.

My invention relates to lubricators used for oiling the Valves and cylinders of locomotive- [0 engines; and its object is to provide means whereby whether the engine is steaming or whether it is running with no steam in the cylinders the rate of oil-feed from the lubricator will remain uniform and undisturbed.

The customary equalizing appliances such as are now in use on lubricators of this class are effective for this purpose to a certain extent; but under certain conditions-as, for example, whenthe locomotive is running with its throttle wide open-a back pressure from the cylinder will be created by which the lflow of oil will be gradually retarded and eventually stopped altogether.

It is the object of my invention to remedy this difficulty, and this result I attain by a certain combination and arrangement of instrumentalities which will first be described by reference to the accompanying drawings and will then be more particularly pointed 0 out in the claim.

In the drawings, Figure 1 is a side elevation of so much of a locomotive-boiler and its cylinder as is needed to illustrate my invention. Fig. 2 is a partly-horizontal section, on an en- 3 5 larged scale, of the lubricator in the plane of the upper sight-feed connection and partly a top view of the lubricator. Fig. 3 is a side elevation, partly in section, on an enlarged scale, of the steam-chest with its oil-plug.

The lubricator is shown in the drawings as a double onethat is to say, one in which the oil chamber serves to lubricate both cylinders of a locomotive-engine; but my invention of course is applicable to a single lubricator or to a multiple-feed lubricator.

A is an oil-reservoir. B is the condenser, communicating with the reservoir through the usual valve-controlled passage,which conducts the water of condensation to the lower part of the reservoir. S is the valve-controlled main steam-pipe, leading into the top of the condenser and connectingwith the equalizingpipe's, one of which is shown at P leading to the upper sight-feed connections on opposite sides of the reservoir. One of these sightfeed connections is shown at C in section in Fig. 2. Each has an outlet consisting of the nozzle or choke-plug N, havingv a restricted passage 11, through which the oil which passes up through the sight-feed glass is discharged into the oil-pipe D, whence it passes to the steam-chest through a bore in the oil-plug E. Further description of these parts of the lubricator is unnecessary. They comprise the customary feed and equalizing appliances, and their mode of operation is well known.

The restricted area of the oil-discharge nozzle N usually employed does not at times per mit the passage therethrough of enough steam from the equalizing-pipes P to exert 7o sufficient pressure at the lubricator end of the oil-pipe to overcome the back pressure in the steam-chest, this being particularly noticeable when the engine is running with its throttle wide open, the result being that the oil-feed will be gradually retarded and eventually stopped. To remedy this difiiculty, numerous appliances have been constructed with a view of admitting into the oil-pipe at the lubricator end of the same a large volume of live steam from the boiler in addition to the steam passing through the choke-plug N. These appliances, automatically operated by means of piston or diaphragm valves, springs, or mechanical movementsattached to the throttle-valve of the engine, were so arranged that the auxiliary steam-supply was admitted when needed"that is, when the engine was steaming with steam in the cylinders-but was cutoff when the steam was cut off from the cylinders and when the engine was running into a station or down a grade. All such appliances complicate more or less the construction of the lubricator, increase the cost of manufacture, and add parts to 5 the lubricator the function and operation of which are more or less unreliable. I have found that by combining with a restricted outlet-passage n from the lubricator a second restricted passage e at or near the inlet-open- 10o ing into the steam-chest and by properly proportioning the size of these two passages relatively to each other the lubricatoris rendered eflicient and reliable under all conditions of throttle-opening without any additional attachments either at the lubricator or the steam-chest end of the oil or tallow pipe. This second reduced passage I form in the oil-plug E in the steam-chest, and it can readily be provided by making the bore of this plug of the proper size, as indicated at e.

Ordinarily the passage in the choke-plug N is of one thirty-second of an inch diameter, and the bore of the oil-plug is usually three-eighths of an inch diameter, which also is the usual bore or interior diameter of the tallow-pipe D, leading from the lubricator to the plug E on the steam-chest. The diameter of the bore in E was therefore twelve times and its area one hundred and fortyfour times greater than that of the passage at N, and this I believe fully explains the difference of pressure at the lubricator and at the steam-chest end of the oil or fallow pipe and the resultant elfect of the greater pressure at the steam-chest end in ordinary lubricators. I have discovered that by increasing somewhat the size of the passage at n and by providing atE a constricted,but relatively larger, passage 6, which as compared with the passage n is in the proportion of about two to one as to diameter or about four to one as to area, all the bad effects of the back pressure from the steam-chest are eliminated, and the lubricator is enabled to feed regularly and uniformly at all times and under all conditions.

Practical considerations require that the passage 6 in the oil-plug should be of such size as to permit the ready operation through the same of the hand-oilers, with which all locomotive-lubricators are provided, and, on the other hand, the passage at a must not be so large as to admit too much steam into the cylinder when steam from the latter is cut off by the throttle of the engine. I have found as perfectly practical and successfully-operating dimensions not less than three sixtyfourths of an inch and not more than one-sixteenth of an inch for the passage n and not less than three thirty-seconds of an inch and not more than one-eighth of an inch for passage Q. It is necessary, of course, that the main supply-pipe S and the equalizing-pipe P should be of ample dimensions, so as to maintain the necessary pressure on the lubricator side of the passage n to prevent a sudden increase in the rate of feed when the throttle of the engine is closed and the pressure is removed from the cylinder end of the oil-pipe. I have found that five-eighths of an inch inside diameter for pipe S and threeeighths of an inch inside diameter for pipe P give very good results.

Vhile the figures above stated are those which I have found productive of the best results in practice, yet I do not desire to be understood as confining myself narrowly to them, since they can be varied to some extent without departure from the spirit of my invention, which principally resides in materially reducing the relative proportion in the sizes of the passages at n and 6, respectively, as hereinbefore set forth, the passage ate being the relatively less constricted passage of the two and of such size as not to interfere with or impede the proper operation of the handoilers, while the relatively more constricted passage at n is not of a size large enough to admit too much steam through the oil-pipe to the steam-chest when the throttle of the engine is closed.

What I claim, therefore, and desire to secure by Letters Patent, is

In locomotive-engine-lubricating apparatus provided with the usual feed and equalizing appliances, the combination of the lubricator, the steam-chest and the tallow or oil pipe connecting the said Iubricator and steamchest, having at its lubricator end a constricted passage 12, and at its steam-chest end a constricted but relatively larger passage e, these two passages having the dimensions and being proportioned relatively to each other, substantially as and for the purposes hereinbefore set forth.

In testimony whereof I have hereunto set my hand this 23d day of June, 1899.

LEOPOLD KACZANDER.

Witnesses:

A. BARGEBUHR, JAMES E. MURPHY. 

